Vaned rotor engine and compressor

ABSTRACT

A rotary engine and compressor constructed in elongated configuration around a central shaft to which vanes are rotatibly secured. The vanes project through slots in a cylindrical rotor mounted off-center on bearings in a casing. The cylindrical rotor is the primary rotating member which drives through gear means the accessory shaft and the power hub. As the rotor and vanes revolve in the casing, the volume between the vanes varies from near zero at the tangent point to a maximum at 180* opposite the tangent point. Selected porting and venting of the casing cause the rotating cylinder and vanes to function as either an engine when fuel and ignition is provided or as a compressor when driven in rotation.

United States Patent 1 1 Jensen 1 Jan. 30, 1973 [54] VANED ROTOR ENGINEAND COMPRESSOR [22] Filed: Feb. [8,1971

[21] Appl. No.: 116,512

Hovey ..4l8/24l 3,356,292

Brewer et al.

Primary Examiner-C. J. Husar AttorneyWillard .l. Hodges, Jr.

[57] ABSTRACT A rotary engine and compressor constructed in elongatedconfiguration around a central shaft to which vanes are rotatiblysecured. The vanes project through slots in a cylindrical rotor mountedoff-center on bearings in a casing. The cylindrical rotor is the primaryrotating member which drives through gear means the accessory shaft andthe power hub. As the rotor and vanes revolve in the casing, the volumebetween the vanes varies from near zero at the tangent point to amaximum at 180 opposite the tangent point. Selected porting and ventingof the casing cause the rotating cylinder and vanes to function aseither an engine when fuel and ignition is provided or as a compressorwhen driven in rotation.

9 Claims, 5 Drawing Figures PAIENTEU JAN 3 0 I975 SHEET 1 [1F 3lIlIIIII/IIIIII 1111 FIG. 1

INVENTOR 1 ROBERT L. JENSEN BY WM FIG? PATENTEDJMI 30 I975 SHEEI 2 0F 3INVENTOR ROBERT L. JENSEN ATTORNEY Pmmnnmao ma 3.713.426

SHEET 3 [1F 3 INVENTOR ROBERT L. JENSEN VANED ROTOR ENGINE ANDCOMPRESSOR Pumps and rotary engine concepts utilizing vanes rotating ina cylinder are quite old. The inventor is the first to conceive of themounting of a series of vanes freely rotating on a central shaft in acylinder and driving the vanes through slots in an off-centercylindrical rotor in the compressor configuration. In the engineconfiguration, pressure applied to the vanes by combustion drive thecylindrical rotor. In an embodiment of the preferred concept, the rotoris mounted in suitable bearing means in the casing in which may beconstructed lubricating passageways. Either internal or external gearteeth may be constructed in the rotor for starting and power take-off.

The compressor and the engine are basically mirror images of each other.The application of compressed air and fuel adjacent the tangent pointwith ignition will drive the vanes in rotation as the burning gases areexpanded. An opposite porting would provide intake of air at the largerport and compress the volume of air as rotation occurs toward thesmaller port. A method of controlling the degree of power and the rateof rotation of the engine would be to limit the degree of superchargingof the engine by venting air to the atmosphere.

For a complete description of the construction and operation of thedevice, reference is made to the attached several views wherein likereference characters are utilized to refer to identical or equivalentcomponents throughout the several views and the following detaileddescription.

FIG. 1 is a sectional view of the device illustrating both the engineand compressor configuration.

FIG. 2 is a sectional view of the elongated dimensions of the deviceillustrating primarily the casing, the cylindrical rotor bearing andgear means for power take-off.

FIG. 3 is a bottom isometric view of the assembled device.

FIG. 4 is a fragmented isometric view of the central shaft andcylindrical rotor and the vanes.

FIG. 5 is a schematic illustration of the engine, fuel system,compressor and control means.

For a detailed description of the construction and operation of thedevice of this invention, reference is particularly made to FIG. 1. Thedevice is constructed around a central shaft to which is rotatibly,flexibly secured a series of vanes 11 which are mounted on vaneretainers-l2 to which are secured counter weights 13. Encasing the vanes11 at the extremity of their radius is a casing 14 the inner surface ofwhich defines a cylinder 15. Mounted off-center for rotation is acylindrical rotor 16 which is secured in the casing by a series of mainbearings 17. Constructed in the cylindrical rotor 16 is a series ofslots 18 through which vanes 11 project to a point closely adjacentcylinder wall 15. The cylindrical rotor 16 has constructed in its inneror outer surface rotor gear teeth 19. Operably engaging these rotor gearteeth 19 in the preferred embodiment as illustrated in FIG. 2 isaccessory gear 20 driving an accessory gear shaft. In FIG. 2, a methodof power take-off is illustrated utilizing a reduction gearconfiguration. Power gear 21 is meshed with rotor gear teeth 19 whichare integrally a part of the power hub 22. This power hub 22 .is mountedfor rotation on a power hub bearing 23 which surrounds the central shaft10.

Lubricating passageways 24 as required for proper lubrication areconstructed in the central shaft 10 and casing 14. For an illustrationfor the practical embodiment of this concept, reference is made to FIGS.1, 2

and 5. Mounted on a single center shaft 10 in a com- 7 mon cylindricalrotor 16 is a series of engine vanes 25 which are isolated in an enginecasing 26. On the opposite end of the central shaft 10 and cylindricalrotor 16 are mounted compressor vanes 30 and a compressor casing 31. Anintermediate cylinder head 27 is mounted in casing 14 to operablyisolate the engine casing 26 and the compressor casing 31 and to theopposite end of the engine casing 26 is secured and engine cylinder head28. In the comparable structure a compressor cylinder head 29 is securedto the end of the compressor casing 31. These components are held in anintegral structure by a series of casing bolts 66.

To enable the vane rotor of this concept to function as a compressor oran engine, suitable porting means must be provided. Reference is made toFIGS. 1 and 5. In the compressor configuration, the device must beprovided with a compressor intake port 32 which is open to theatmosphere. In conjunction with this intake port 32 there must beconstructed in compressor casing 31 intake slots 33. Closely adjacentand on the opposite side of the tangent point 34 of this device in thecompressor configuration must be constructed the compressor exhaustmanifold 36. This compressor exhaust manifold 36 communicates with thetransfer manifold 37 which leads to an engine intake port 40. Inessence, engine intake port 40 is identical in configuration andposition to compressor exhaust manifold 36. In the vicinity of engineintake port 40 along the direction of rotation of the vanes 11 there isconstructed in the engine casing 26 a fuel injector 41 adjacent to whichis mounted an ignition plug 42. Mounting for the ignition plug 42 isconstructed preferably with an indentation in the inner surface of thecylinder 15 wall. This indentation comprises the ignition bypass 43 andruns the length of the engine casing 26. This bypass 43 will permitcontinuous ignition independent of the ignition plug 42 once the deviceis in operation. The construction of the accessory gear 20 and the powergear 21 has been previously referred to in the preferred embodiment. Asillustrated, accessory gear 20 is driven by internal gears 44constructed in or secured to the cylindrical rotor 16 whereas the powergear 21 engages external rotor gear teeth 45.

Although the structure might be utilized as a pump or engine inconjunction with other structure, for an illustration of a preferredcombination, reference is made to FIG. 5. A fueling means 46 wouldemploy a source of fuel 47 to which is operably connected a constantpressure fuel pump 48. The fuel-flow would be metered through mixturecontrol device 49 which might well comprise a needle valve 50 which isregulated' by a piston or diaphragm 51 which is spring loaded 52. Thismixture control 49 is operably connected to a venturi 53 which ismounted in the transfer manifold 37 between the compressor exhaustmanifold 36 and the engine intake port 40. Piston diaphragm 51 ismounted ina cylinder or chamber 54 wherein the high pressure side 55communicates with-the transfer manifold 37 forward of the venturi 53whereas the low pressure side 56 communicates with transfer manifold 37closely adjacent the throat of the venturi 53. This arrangement ofcomponents results in an injection of fuel proportional to air flow intothe engine. The combination of a combustor 61 engine and compressor 60in the configuration illustrated would operate only at'maximum power inthe absence of some means of control. A suggested method of varying thepower output would be a manifold, pressure bleeder valve 57. Opening ofthis valve 57 would vent air delivered by the compressor 60 to theatmosphere.

The design of the components facilitates the assembly andinterchangeability of parts. The vanes 11 are constructed with a flaredshoulder 62 which is secured in the retainer slot 63 which isconstructed in the vane retainer 12. These retainers 12 are identical instructure and may be interchangeably placed on the central shaft 10.Each vane 11 is secured on shaft by three retainers 12 with associatedcounter weights 13 and retainer bearings 38.

The composite device might be adapted for assembly in various manners,the preferred embodiment suggests, however, that the following procedureis acceptable. Compressor vanes 30 are first placed in the cylindricalrotor 16 then vane retainers 12 are placed on the various vanes 30engaging the retainer slots 63 over the flared shoulders 62. For thisillustration, the compressor vanes 30 are arbitrarily numbered 1 through6 in a clockwise direction. A vane retainer 12 is secured to vane Nos.1, 4, 2, 5, 3, 6, in the order indicated repeating the procedure untileighteen vane retainers 12 are attached to the compressor 30 vanes inthe compressor 60 assembly. The central shaft 10 is then insertedthrough the retainer bearings 38 at the first eighteen (l8) vaneretainers 12. Center support buld head 35 is then placed on shaft 10.Intermediate cylinder head 27 and associated main bearing 17 are placedaround cylindrical rotor 16. Engine vanes 25 are then positioned inslots 18 in engine 61 section of cylindrical rotor 16. The identicalsequence specified above is then followed in engaging retainer slots 63on the flared shoulders 62 of engine vanes 25. After the attaching ofthe prescribed eighteen (18) vane retainers 12 in engine 61 section thecentral shaft 10 is inserted through the retainer bearings 38 in theengine 61 section. Engine support bulkhead 59 is then placed on shaft10. At this stage of assembly, cylindrical rotor 16 with central shaft10 and engine vanes 25 and compressor vanes 30 as illustrated in FIG. 4are assembled to receive engine casing 26 and compressor casing 31. Thecompressor casing 31 and compressor cylinder head 29 are secured inposition. The accessory pad 67 is attached to the compressor cylinderhead 29 and the various accessory assemblies secured in position.Conventional procedures are followed in securing engine cylinder head28, power gear 21, power hub bearing 23 on shaft 10 after which thrustbearings 39 are secured adjacent power hub 22. At this stage of theassembly, the required casing bolts 66 are utilized to secure thevarious components in an integral structure.,The foregoing is designedto illustrate in summary a method of assembly ofa preferred embodiment.The method of construction and mode of assembly ofa composite cylinderstructure is largely optional with the designer. It might well be variedby one skilled in the art.

For a description of the operation of the device, reference is made toFIGS. 1 and 5. As the compressor rotates air enters the compressor 60through the compressor intake port 32. The off-center positioning of thecylindrical rotor 16 as it drives the vanes 11 in rotation in thecylinder 15 results in a decreasing of the volume between any twoparticular vanes 11 as well as moving the air forward through steadilydecreasing space between the cylinder 15 and the cylindrical rotor 16.The volume occupied by the air is reduced to about one-fifteenth of itsformer volume. As the vanes 11 approach the tangent point 34 at thebottom of the compressor 60, the air passes through the compressorexhaust manifold 36 into the transfer manifold 37 which leads throughthe venturi 53 to engine intake port 40 and into engine 61. Fuelinjection and ignition as previously discussed occurs closely adjacentthe tangent point 34 in the engine 61. The burning and expanding gasesapply pressure to vanes 11 as they move through engine casing 26.Combustion occurs during approximately 200 rotation of the vanes 11 inthe engine 61 at which point vane 11 will vent the burning gases to theatmosphere through the engine exhaust manifold 63. The comparison of theschematic illustrations in FIG. 5 illustrate how in operation a seriesof vanes 1 I mounted on a single central shaft 10 driven by an integralcylindrical rotor 16 can function as a cooperating compressor 60 andengine 61. In the preferred embodiment visualized, the vanes 11 were 6inches long and have a radius of 3 inches from shaft 10, the diameter ofthe cylindrical rotor was 4 inches while the diameter of the cylinderwas 6 inches. Rotor 16 is mounted in casing 14 in such a manner as to betangent with cylinder 15 wall at the bottom point as illustrated in theviews. Vanes 11 are preferably constructed of titanium or other lightheat resistant metals or alloys. The engine 61 could be fueled with mostany hydrocarbon fuel; however, kerosene or similar jet fuel ispreferable. Cooling may be accomplished by a water jacket in conjunctionwith a radiator or the device may be air cooled by constructing coolingfins 64 in the outer extremities of the casing of the compressor 60 andengine 61. Lubrication as stated, may be accomplished by the supplyingof oil through lubricating passageways 24 in the structure. Positivepressure lubrication passing the oil through an oil radiator 65 would asist in cooling. The area of contact of the vanes 11 an the cylindricalrotor 16 in the a area of slots 18 can be splash lubricated by admittingoil internal of the cylindrical rotor 16. The utilization of a fuel suchas kerosene provides some lubrication to the internal components of thedevice.

I have illustrated and described the utilization of the concept of thisinvention in an engine 61 and a compressor 60 configuration as well asthe combined structure in a dual configuration. What is desired to beclaimed in all embodiments and modifications of this invention notdeparting from the concept as defined in the appended claims.

I claim:

1. A vaned rotary engine or compressor comprising:

a. a central shaft means mounted substantially at the center of,

b. a casing the inner surfaces of said casing defining,

c. a cylinder means at a constant radius from said central shaft,

d. a cylindrical rotor rotatibly mounted off-center of said cylindermeans,

e. multiple vanes flexibly secured to said central shaft, said multiplevanes projecting through,

f. uniform space slots in said cylindrical rotor,

g. vane retainers for securing said multiple vanes rotatibly on saidcentral shaft,

h. said vanes including flared shoulders which are secured in,

i. retainer slots which are constructed in said vane retainers.

2. The invention of claim 1 in an engine configuration including:

a. fuel means, and

b. ignition means positioned to ignite fuel introduced into said engine.

3. The invention of claim 1 wherein said cylinder means comprises: I

a. an engine cylinder,

a compressor cylinder,

c. engine vanes projecting through said rotor slots in said enginecylinder,

d. compressor vanes projecting through said rotor slots in saidcompressor cylinder,

e. manifold means inter-connecting said compressor cylinder and saidengine cylinder, and

f. a manifold pressure bleeder valve intermediate said compressorcylinder and said engine cylinder, said bleeder valve adapted to ventair thereby reducing the degree of supercharge of said engine cylinder.

4. The invention of claim 1 comprising:

a. gear means constructed in or secured to said cylindrical rotor, and

b. power take-off gear means intermeshed with said rotor gear means.

5. The invention of claim 3 including an intermediate cylinder headjuxtaposition said compressor cylinder and said engine cylinder.

6. The invention of claim 3 wherein said fuel means comprises:

a. a venturi including a throat positioned in said manifold means,

b. pressure responsive fuel flow control valve,

c. a high pressure sensing vent positioned forward of said venturioperably connected to said control valve,

(1. a low pressure vent positioned in close proximity to said venturithroat operably connected to said control valve,

e. said control valve constructed and arranged to meter fuel responsiveto variable pressure sensings.

7. The invention of claim 1 including counterweights secured to saidvane retainers, said counterweights secured substantially opposite saidvanes.

8. The invention of claim 1 including retainer bearings intermediatesaid vane retainers and said central shaft.

9. In association with an internal combustion engine the sub-combinationof a fuel means comprising:

a. a compressor adapted to supercharge,

b. an engine cylinder,

c. a manifold means interconnecting said compressor and said enginecIinder, d. a venturi mclu mg a throat positioned in said manifold means,

e. a pressure responsive fuel flow control valve,

f. a high pressure sensing vent positioned forward of said venturithroat operably connected to said control valve,

g. a low pressure vent positioned in close proximity to said venturithroat operably connected to said control valve,

h. said control valve constructed and arranged to meter fuel responsiveto variable pressure sensings,

i. a manifold pressure bleeder valve positioned in said manifold meansjuxtaposed said supercharger and said venturi, said pressure bleedervalve adapted to vent air thereby reducing degree of supercharge of saidengine cylinder.

1. A vaned rotary engine or compressor comprising: a. a central shaftmeans mounted substantially at the center of, b. a casing the innersurfaces of said casing defining, c. a cylinder means at a constantradius from said central shaft, d. a cylindrical rotor rotatibly mountedoff-center of said cylinder means, e. multiple vanes flexibly secured tosaid central shaft, said multiple vanes projecting through, f. uniformspace slots in said cylindrical rotor, g. vane retainers for securingsaid multiple vanes rotatibly on said central shaft, h. said vanesincluding flared shoulders which are secured in, i. retainer slots whichare constructed in said vane retainers.
 1. A vaned rotary engine orcompressor comprising: a. a central shaft means mounted substantially atthe center of, b. a casing the inner surfaces of said casing defining,c. a cylinder means at a constant radius from said central shaft, d. acylindrical rotor rotatibly mounted off-center of said cylinder means,e. multiple vanes flexibly secured to said central shaft, said multiplevanes projecting through, f. uniform space slots in said cylindricalrotor, g. vane retainers for securing said multiple vanes rotatibly onsaid central shaft, h. said vanes including flared shoulders which aresecured in, i. retainer slots which are constructed in said vaneretainers.
 2. The invention of claim 1 in an engine configurationincluding: a. fuel means, and b. ignition means positioned to ignitefuel introduced into said engine.
 3. The invention of claim 1 whereinsaid cylinder means comprises: a. an engine cylinder, a compressorcylinder, c. engine vanes projecting through said rotor slots in saidengine cylinder, d. compressor vanes projecting through said rotor slotsin said compressor cylinder, e. manifold means inter-connecting saidcompressor cylinder and said engine cylinder, and f. a manifold pressurebleeder valve intermediate said compressor cylinder and said enginecylinder, said bleeder valve adapted to vent air thereby reducing thedegree of supercharge of said engine cylinder.
 4. The invention of claim1 comprising: a. gear means constructed in or secured to saidcylindrical rotor, and b. power take-off gear means intermeshed withsaid rotor gear means.
 5. The invention of claim 3 including anintermediate cylinder head juxtaposition said compressor cylinder andsaid engine cylinder.
 6. The invention of claim 3 wherein said fuelmeans comprises: a. a venturi including a throat positioned in saidmanifold means, b. pressure responsive fuel flow control valve, c. ahigh pressure sensing vent positioned forward of said venturi operablyconnected to said control valve, d. a low pressure vent positioned inclose proximity to said venturi throat operably connected to saidcontrol valve, e. said control valve constructed and arranged to meterfuel responsive to variable pressure sensings.
 7. The invention of claim1 including counter-weights secured to said vane retainers, saidcounter-weights secured substantially opposite said vanes.
 8. Theinvention of claim 1 including retainer bearings intermediate said vaneretainers and said central shaft.